Power-transmission gearing.



Yl G. APPLE. POWER TRANSMISSION GEARING. A

APPLIOATION FILED NOV. 9, 1912-.

Patented Feb. 23, 1915.

5 sums-SHEET 1.

.aluminum V. G. APPLE. POWER TRANSMISSION GEARING. APPLICATION FILED Nov. 9, 1912.

Patented Feb. 23, 1915.

5 SHEETS-SHEET 2.

V. G. APPLE. POWER TRANSMISSON GEARING.

1,129,777. PPPPPPPPPPPPPPPPP Ov'g'm PatenteFenzalm.

u W Q V. G. APPLE.

POWER TRANSMISSION GEARING.

APPLICATION FILED Nov.9,1912.

Vincere?? Cz) go/OZ@ V. G. APPLE. POWER TRANSMSSON SHARING.

APPLICATION FILED Nov.9,1912.

1,129,777. Patented Feb.23,1915.

5 SHBETSSHEET 5.

" UNITED STATES PATENT oEEroE.

VINCENT G. APPLE,

OF DAYTON, OHIO, ASSIIGNOR TO THE APPLE ELECTRIC COMPANY, OF DAYTON, OHIO, A CORPORATION OF OHIO. i"

POWER-TRANSMISSION GEARING.

To all lwhom it may concern: Be it known that I, VINCENT G. APPLE, a citizen of the United States, residing at Dayton, infthe county of Montgomery and State ofvOhio, have invented certain new and' useful Improvements in Power-Trans-- mission Gearing, a speciiication.

. VMy. invention relates to improvements in power transmission gearing andmore particularly to a form of gearing adapted for interpositionbetween a dynamo electric machine and an internalcombjistion engine, the dynamo at times acting was a motor to start the engine and at other times being .driven 4by the engine and serving as a gen'- erator.

One of the objects of'my invention is to provide a construction whereby either of 2,0 two shafts-as, foi-'instane the shaft .of a dynamo electric machine, and the shaft of a gas engine-may drive the other, but wherein the speed ratio Aof the shafts is automatically changed accordinglyas one 25. or the other is the driver.

' A further object of my invention is to provide an advantageous organization for effecting the automatic speed ratio change, especially adapted for use in conjunction with a gas engine and an associated dynamo,

so that-the dynamo, acting as a motor, may

drive the engine at a given speed through a low speed ratio until theA engine becomes self propelling, and then the engine, acting as the impeller, may drive the dynamo at the higher speed ratio to utilize the dynamo as a generator.

Another object of my invention is to provide for electrical control of certain actions of the gearing; and further objects ,are to provideelectric circuits and circuit manipulating devices for effecting various associations between the dynamo, the storage batteries, and suitable electro-responsive elements of the gear changing apparatus, to insure proper. operation of the parts, accordingly as the dynamo isI to operate as a motor or as a, generator.

Other objects of my invention are to provide such mechanical inter-relation of parts that the gearingvmay not be damaged by backv iring of the engine, or by running of the enginev shaft, whether impulsively or steadilyat a speed between a predeterminedspeed of the dynamo shaft and of which the following is Patented Feb. 23, 1915.

application mea November e, 1912. serial No. 730,378.

the proportionatelyk reduced, predetermined Yspeed at which the engine shaft is geared to be driven by the dynamo shaft; to constitute'of the gearing -part a rotatable revolving as a' whole, without relative movements of the toothed gear parts, when the engine shaft acts-as a driver; and to.

make the entire structure compact, rugged and simple. 7 Other and further objects of myl invention will readily become apparent to personsA skilled inV the art from a consideration of the description when taken infconjunction with thedrawings, wherein-. r

' Figure l isa longitudinal central ,section of adynamo electric machine andfthefgearf 'ing arrangement by which said machine is.

connected to -the engine; Fig. 2 is an end elevation of the machine looking from the engine;l Fig. 3 is a transverse sectiontaken on line -'ot Fig. 1; Fig. 4 is a similar section taken on line 4--4 of Fig. 1; Fig. 5 is a similar section taken on line 5-'5 of Fig. 1; Fig. 6 isa diagrammatic representation of the circuits for controlling the relation of the dynamo electric machine and. a series of storage batteries and also for controlling the relation between the said dynamo electric machine and the engine shaft; in this figure the circuits that are necessary to be closed, for operating the dynamo electric machine as a motor, for the purpose of startingthe engine, are shown closed; Fig. 7. is a similar diagram of circuits,A showing the circuits that are neces- A sary to be closed when the dynamo is being driven by the engine as a generator forV charging the 'storage batteries. Fig. 8 is a skeletonized pseudo-diagrammatic perspective view illustrative of the relations of the principal parts of the gear mechanism, leaving out such details as ball bearings and the like.

In all the views the same reference characters indicate similar parts.

In the drawings, 10 indicates the stationary frame or housing of the magnetic field of the dynamo electric machine. A gear casing 11, is secured to one endof the field magnet housing 'by means of bolts 12.

`These bolts secure inplace an end housing plate 13 which carries an inturnedbearing {iange 14 and an outturned' flange 15 in which a cover or cap 16 makes a screwthreaded engagement.

An armature 17, ofl the usual construction, is mounted on a hollow ,shaft 18 which'carries the commutator 19 on its front end. An outwardly projecting portion 20, of the casing, carnes ah inwardly projecting hub 21 upon which is mounted a brush yoke 22 for supporting the brushes that bear upon the commutator. A cap, or plate, 23 is removable for access to the eommutator and to the brushes. The hollow `'shaft 18 is provided witha ball bearing support 24. The other end'of the hollow shaft terminates at 25 at which end it is' provided with a screw threaded collar 26. An outer ring-27 of the ball bearin 28 is supported by the inturned flange 14 o the head or cap 13. The inner ball bearin' ring .29 supports a shell 30, the

vhollow sha t 18 being supported in the shell 30 by means of the ball bearing 31. The shell 30` terminates in a tapered screw-l threaded `shaft 32, which may be termed the engine shaft, as it is the part b which the engine vis-to be connected to the ynamo electric machine. The innermost part of the shell 30, at its Alargest diameter is tapered as at 33, and is provided with an overhanging ange as at 34, the inner surface of which is provided with gear teeth as shown in Fig. 5. f A clutch member 36 is secured to the hollow shaft 18 and carries clutch engaging roller 37. The clutch member 36 is provided with .a plurality of Ainclined slots 38 in which the roller members 37 lie. (See Fig. 3). Open helical springs 39 exert a yielding pressure against the rollers to force them into the narrowest parts of the slots, to cause them to make clutching engagement with the surrounding cylindrical part of the shell as at A40 when the relative movement of the two members of the clutch is in a given direction and toper'mit the clutch to disengage when said movement is in the 'opposite direction, so that when the shell 30, is rotating in one direction, as in the direction shown by the arrow in Fig. 3, clutch member 36 will be carried therewith because the springs 39 will force the rollers 37 into the narrowest part of the. slots 38 causing them to engage the rotating shell 30, which tends to crowd them farther into member 36 be rotated in the opposite direction then the rollers will also make clutching engagement with the member 30, but if either of the devices be rotated relatively to the other in the pposite direction to that Y mentioned, it may be rotated independently engagement with the correspondingly tapered surfaces 41 of the casing 11. A disk or plate 45, is loosely contained within .the

flange portion 43 of the hollow shell 42. It,

is provided with clutch engaging rollers 46 (Fig. 4), contained in slots 47, and acted on by springs 48, whereby they are nor-v mally and yieldingly held in clutching engagement with the rim 43. It will be noted vthat the slots 47 taper inthe same direction- .as do slots -38-of the clutch hereinbefore described, so that if the parts 30 and 42 were both rotated counter 'clock wise (rotative direction herein being considered as viewed .from the engine shaft end of the structure) `with motor shaft'18 held s'\tationary, both clutches would release.

Mounted on ball bearings 49, carried on the hollow shaft 18, is a gear member 50, 'having gear teeth 51 on its outer periphery for transmitting engagement with gear teeth 35 (greater in number) on the gear member 34. The ball bearing 49 is mounted upon an eccentric portion of the shaft 18, as at 52, so that when the shaft 18 is rotated the ball bearing member 49 and the gear plate 50 are each given a floating or Wabbling motion, so that the geared periphery of the gear plate is pressed against the geared interior of the member 34 and, in its wabbling movement, causes slow rotation -of thelatter as the result of the differing number of Ateeth on the coperating parts. In order that motion maybe transmitted from the gear member 50, to the gear member 34, it is necessary that the gear member 50 shall be permitted to have this peculiar gyratory motion, but that it shall be restrained from rotating and in order to permit it to have this free motion, and at the same time to keep it from being nally rotatable, it is provided with inwardly projecting lugs 53 and 54 that extend into relatively large holes l or orifices 55 and 56 made through the plate 45.

)Nithin the casing 11 is provided :1n electromagnet 57, having its annular coil 58 mounted between the casing wall, as an outer pole ring, and a flange 59 as an inner pole ring, so -that said magnet when energized causes thev shell 42 to ,be drawn inwardly to' ward the'coil -and 'to make frictional clutch I engagement between the outer tapered surface ofthe-rim 43 and the tapered surface 41 thereby miiking .the shell 42 stationary by its vfr'ic'ti'onalcontact with the inner sur- 'face offthe stationary casing 11. ,The ,peration of the described gearing is 1o asfollows -Assume engine shaft 32 to be at rest, :that it is desired to start the engine from thegmotofshaft 18, 'first the mo'tor is started l:ind lmagnet 57. is energized,drawing cone .of shell member 42 into frictionclutchienga'ement with cone-surface A.41 of cas 'gill'. 4r,ict ionally,the member 42 Vis `hel 'against :rotation Ain either direction. The shaft 18 ismotor driven in a clock wise Y 4directionl (viewed from thejengineshaft 20 .-end)." 1t rotates the 4eccentric 52, which wabbles thefloatin'g external gear wheel 50, z'.`e. radially or universally in its plane,' but'`without rotation. Now obvionfsly, as 52 has teeth than internal 19 teeth as "against 20T-it must, Y .so Wawbhbled or vibrated, eitl1cr drive the ear '34forward, clock wise, one revolution totwentor it must rotate itself backward, counter clock wise, about its eccentric 52, as O aglonelfltojtwent ratio to the speed of the gf' in otonshaft. aclcward rotation stress im'- posed-on gear wheel 50aids the action of i". ingASl'to-clutch the plate.45 to shell mem- A. bcitZthrough the rolling wedges 4 6, so that under theconditions now"'assumedly prevailf, ing, one of two things mist happen; gear 34 fand engine shaft 32 must start forward, clock wise, in'the intended fashion at onetwentieth of the predetermined motor shaft 40 speed; or, if a dominantresistancey be opposed t0 the movement of shaft 32, then cone friction clutch 41-43 must slip as gear 5() trai'els backward around the drive shaft ccccntric. Thus thev motor and the gearing are safe-guarded against harm, by the frici5 tion clutch 41-43 so that even were it foolishly attempted for instance, to start thc engine of a mired automobile with the traction wheels connected to the engine through the high gearing, no damage would result.`

l The dynamo motor may, of course, run at predetermined speed, as the motor is preferably of constant Speed type; and the engine shaft will be driven therefrom through the internal gear 34 at a proportionate, lower, -predetermined speed. Should the engine, however, fail tostart smoothly, but rather (muse its shaft to respond jerkily. intermittently racing or accelerating suddenly on passinghigh compression points in its cycle, on inany way causing orA permitting its shaft to turn. either impulsively or steadily, at a speed less than the predetermined motor shaft speed, but more than the predeterv36-,39-30, as will be obvious. Thus the because 'rf sh ft 32 turns'at more than 1 to 20 with respec to the substantially constant-'fl motor shaft speed,`its internal gear 34-turns 46- -42v during the periods of excess above the predetermined proportional This,

about eccentric 52. This rolls Wedge-rollers 46 to the deepends of theirpockets and re'- however, throwin the direct acting clutch motormpelled speed of drive shaft 1 8 ing inherently a known quantity by the constant speed motor,.rotation ofinternal gear 34 at; more 1' than" lits predeter leases the reduction gear clutch. It 'does not Y rotating the spur f gear` wheeli'boilthou lh the rotation of spur wheel 50 is `,p1-elvented y clutch 45-46-42 when the rotaryfspeedof internal gear 34 is lesskthan said-predetermined, or normal, starting-speed. "71

4 When the engine ,'picksup and becomes self-impelling its shaft speed ,is usually in excess of that of the motor'shaftf-,v-Asfsoon as this condition exists, cl acts, making direct or one to ne connection, between the shaft 32 and 18. If magnet 57 remains energized (which is not howevera normal continuing condition, as will becomei apparent hereinafter) wedge clutches-f iavllg release so that plates 45 and spur-gea'rO will rotate freely in unison with the two shafts. In point of fact, magnet 57 is intended to be denergized as soon as the engine picks up. Thereupon the shell 42 is sprung back, coneA 43 engages the cone surface 33 of member 30, and the whole movable structiire of the gear mechanism rotates as a unit, without relative movement between any of its movable parts and hence without noise, wear, or play between the parts. Should the engine back-fire in starting,

thus suddenly reversing the direction of ro'- tation of its shaft, turning it counter clock wise at high speed, the clutches 37 remain released and cone clutch 41-43 slips enabling the spur gear 50 with its controller plate 45, to rotate backward or counter clock wise under the impulsion of gear 50.

It will be noted that while cone clutch 43-33 is useful in aiding the shell 42, to rotate with the rest of the gearing under engine impulsion, it is not essential to the operation of the structure, but' somewhere in.

the line of power connection between the two shafts, there should preferably be a friction clutch, as 41-43 to enable the engine shaft to be rotated backward -suddenly without stopplng the forward rotation of motor shaft 18 and without damaging the gearwheels, as otherwise extraordinary precautions to prevent back firing would need to be ado ted,i.""with respect to the engine.

en the dynamo electric machine is' acting as a motor for the purpose of starting the internal combustion engine, the batteries that are used for energizing the dynamo are connected .in series relation and when the dynamo is driven as a generator, for the purpose of storing current in the batteries they are connected in parallel relation.

In the diagrams Figs. 6 and 7, I have shown the means for obtaining these results. Referring now to diagram Fig. 6, 10 is a dynamo electric machine, 17 is the armature thereof, A and B are two se :irate storage batteries of 6 volts each. he series of switches composed of switch blades indicated by reference characters 60 to 65 inclusivev and switch clips 60 to 65 i elusive, that are located on the left hand, are shown closed, while the switch blades which are indicated on the right hand side by 66 to 69 inclusive', and the coperating clips are 66 to 69 inclusive and blade 83 and clip 83 are shown open. The direction of current from the positive side of the battery, is shown by the arrows. The current will flow in the direction indicated by the arrows when the switches on the left hand side are closed land purpose of' starting the dynamo electric machine, as a motor, for cranking theengine.

.This general feature of the present invention is described and claimed in a former application which I have heretofore made and which is identified by Serial No. 710,864, filed July 10, 1912.

Fig. 7 shows the direction of the current when the switch on the right hand side is closed and when the dynamo is being operated by the engine as a generator. When the Acircuits are in condition shown in Fig. 6, a supplementary independent controlling circuit begins at clip 65, and is continued over wires and 71 to supplementary switch S, over wire 72 through the primary coil 73 of the sparking coil, over wire 74 to the main switch and thence over wires 76 and 7G to the negative terminal of the batteries, thus including these devices in a 12 volt circuit. The gear changing electro-responsive device 43, is connected in an independent circuit, closed only by thc main switch when the dynamo is operating as a motor and which circuit begins at blade 65, passes through coil 58 and terminates at the negative terminal 0f the dynamo. At this time the shunt field circuit is open, as at blade 83 and clip 83. Of course it is evident that my invention is not limited to this precise location of the electro-responsive device in the circuit as any means for energizing coil 55 will fall within the intendment of my system.v

When the main switch as shown in Fig. 7 is closed and the one on the left is open, batteries are then in parallel relation ready for charging at six volts and at this time the clutch coil 55 is denergized and direct connection between the dynamo and the engine is automatically permitted by the operation of the gear mechanism heretofore described.

Now referring to Fig. l-it will be observed that there-is an internal shaft 77 connected to the part 32by means of a key 78 so that the shaft 77 will always turn the same num-.V- ber of revolutions the engine shaftl is being revolved. It will be further observed that a screw cap 79 may be used to close the endof the housing when the shaft 77 is not suiiiciently long to project beyond the screw cap.

When desirable the screw cap 79 may be removed and the shaft 77 may be made longer to extend beyond the bearing 24, as shown by 80 in dotted lines, and from this end 80 the speed changing mechanism or 90 gear may be driven and when desirable connection may be made between the extension 8O and the engine shaft by chain, train of. gears,'bo1ts, or the like, when the engine is not connected to the end 32, as heretofore suggested, and a speed ratio betweenA the shaft 77 andthe engine shaft proper may thus be established bythe connecting gearing, or when the engine is so connected to the end 32 the projecting end 80 may be used 100 to drive the spark timer or distributer, to drive the fan, or a magneto if desired.

While I have shown one situation in which the clutch coil 58 may be located and the means for energizing it, it is, of course, evident that other circuits than described and other means than those shown may be employed for the purpose. For instance, the coil 55 may be included in circuit with the shunt field winding 81 of the dynamo; in the 110 series with the winding 82 of the dynamo, as shown, or elsewhere when arrangement of circuits are employed other than shown in Figs. 6 and 7.

lVhile I have herein shown a specific excmplification for purpose of clear disclosure, it is evident that many changes may be made therein without departing from the spirit and scope of the appended claims.

Havingdescribed my invention, what I claim iS2- l. In a gearing of the class described, two shafts to be rotated; a housing therefor;

Vclutch parts, associated with said shafts,

sril

and yielding means for eecting disengagement thereof when said responsive means is denergized.

2. In a gearing of the class described, the

combination with a housingg'a' casing connected therewith; two rotatable members in without said casing, for energizing said re- 3.. In an equi sponsive means.

ment of the character de; vscribed,the com ination with a casing; two rotatable members in said casing, normally, directly .connected together; speed-changing -gears adapted and arranged for operative mterposition between said members; an electroresponsive means for effecting such interposed connection and for permitting disabling of the direct connection, when energized, and'means outside of said casing for energizing said responsive means.

4. In lan equipment of the character described, the combination with a casing; two rotatable members in said casing;-clutching means adapted by differences in speed of said rotatable members, for directly connecting said members together; speed-changing gearing, adapted and arranged for operative interposition between said rotatable membersand for disengaging said clutch members, when so interposed, and an electroresponsive means for effecting the interposition of said speed-changing gearing.

5. In an equipment of the character described, thecombination with a casing; two rotatable members in said casing; clutching means, operated by differences in speed of said members, for directly connecting said members together; speed changing gearing ada ted and arranged for operative interposltion between said rotatable members and for disengaging said vclutch members, when so interposed; an electro-responsive means for effecting the interposition of said speedchanging gearing, when energized, and automatic means for restoring said connection when said electro-responsive Ameans is denergized.

6. In an equipment of the character described, the combination with a casing; two rotatable, members 'in said casing; speedchanging gearing for interposition between said rotatablemembers operative whenl one member of the 'said gear is prevented from rotating;l and an electr0-responsive means for preventing rotationof-said gear member, when energized; a. source, of electric energy; a circuit, and a switch for controlling said circuit to energize and deenergize said' electro-responsive means.

'l'.` In an equipment of the character described, the combination with a casing; two rotatable members therein, one to be driven by the other, a clutch adapted 'for automati? cally connecting said members directly together when said'primarily driven'element is rotating at a higher velocity than the primary driving element and to disconnect said members when said conditions are reversed; a speed-changing gearing for o er-V ative interposition between said mem and for rotating said primarily drivin element at a higher velocity and the sai primarily driven element at a lower velocity, thereby to disconnect the said clutch, and an electro-responsive means for controlling said speed-changing gearing.

8. The combination of a driving shaft, an eccentric rotating therewith; a. driven shaft; an internal gear wheel secured to the driven shaft; a spur ear wheeLmounted on the eccentric and aving teeth engaging the' teeth of the internal gear wheel; means-to prevent the rotation of the spur-'gear wheel, said means permitting rotation of the spurgear wheel when the 'direction ottorque on the internal gear wheel is reversed.-

9. The combination of a driving shaft, an eccentric rotating therewith, a driven shaft, an internal gear wheel secured to the driven shaft, a spur-gear.wheel mounted on the eccentric and having teeth en aging the teeth of the internal gear whee means to prevent rotation of the spur-gear wheel comprising a plate, means to lock the plate to the spur-gear wheel to permit a Heating movement of the latter, and means to lock the plate against rotation under normal conditions, said means permitting the rotation of said plate and spur-gear wheel when the direction of torque on the internal gear wheel'is reversed.

-10. The combination of a driving shaft; an eccentric rotatable therewith; a driven shaft; an internal gear wheel rotatable with the driven shaft; a spur-gear wheel mounted on the eccentric and having a different number of teeth from that of the internal gear wheel, said teeth in mesh relation with the teeth of the said internal gear wheel; means to prevent rotation of the spur-gear wheel, said means permitting rotation of the spur-gear wheel when the direction of torque on the internal gear wheel is reversed.

11. The combination of a driving shaft; an eccentric rotatable therewith; va driven shaft: an internal gear wheel rotatable with thedriven shaft; a spur-gear wheel mounted on the eccentric and having a diffrent number of teeth from that of theinternal gear wheel, the teeth of the said wheels intermeshing; means to preventmotation of the spur-gear wheel comprising a plate; means to lock said plate to the spur-gear wheel topermit a Heating movement of the latter: and means to lock the plate against rotation under normal conditions, said means permitting the rotation of said plate and spur-gear wheel when the direction of torque on the internal gear wheel is reversed.

' 12. The combination of a drivingV shaft, an eccentric rotating therewith, a driven shaft,an internal gear wheel secured to the driven shaft, a spur-gear wheel mounted on 1b the eccentric and having teeth engaging the teeth of the internal gear wheel, means to prevent the rotation of the spur-gear wheel comprising an annular plate locked to the spur gear wheel to permit only a floating movement of the latter, a ring surrounding the annular plate having a surface for coaction with a rolling wedge clutch, said plate having cam pockets, rollingovedge clutches in said pockets to frictionally lock the plate and ring, and means to lock the ring and to automatically release it above a predetermined resistance.

13. The combination of a driving shaft, an eccentric rotatable therewith; a driven shaft; a spur-gear .wheel mounted on the eccentric and having teeth engaging the teeth of the internal gear wheel and having a different number of teeththerefrom; means to prevent rotation of the spur-gear wheel comprising an annular plateI locked to the spurgear wheel to permit `a;{ioating movement `of the latter; a ring surrounding the annu# lar plate having a rolling clutch engaging portion on its inner surface, said plate havf ing cam pockets; rolling members in said pockets to frictionally lock the plate and ring, and means to locle the ring and to automatically releaseit above a predetermined resistance.

14. The combination of a driving shaft; an eccentric rotatable therewith; a floating spur-gear wheel mounted on the eccentric; an internal gear wheel having a different number of teeth from that of the spur-gear wheel, said teeth meshing with the teeth of said spur-gear Wheel; a driven shaft; and means associated with said intermeshing gear wheels to effect conection between said driving and driven shafts, said means including coperating parts adapted to release at :L predetermined strain thereon.

15. The combination of a driving shaft; an eccentric rotatable therewith; a floating spur-gear wheel mounted on the eccentric;

an internal gear wheel meshing with said spur-gear wheel and having a different number of teeth therefrom; a: driven shaft; and means associated with said intermeshing gear wheels to effect connection between said driving andV driven shafts, Said means including frictionally engaging parts adapted to release at a predetermined strain thereon.

1G. rflic combination with a driving and a driven shaft; of speed-reducing means for connecting said shafts. for rotation of theA .latter by the former; said means including Adriven shaft, one of said connecting means for the gear wheel including frictionally engaging parts. y

17. The'combination with a driving and a 75 driven shaft; of speed-reducing means for connecting said shafts for rotation of the latter by the former; said means including a spur-gear and an intermeshing internal gear wheel having different numbers of teeth; the spur-gear wheel being carried by the driving shaft for floating movement and the internal gear wheel being connected to the driven shaft, and lookin means for the spur-gear wheel comprising lnter-engag- A 35 ing parts adapted to permit movement of the spur-gear wheel upon excessive-.strain between said inter-engaging parts.

1S. The combination with a driving and a driven shaft; of a member carried by the said driven shaft providing an interior geared portion and a -portion for coaction with a clutch; a clutch between the driving sha ft and the last said portion of said member; a spur-gear wheel having a different 95 number of teeth from its intermeshing member, carried by said driving shaft for floating movement, and intermeshing with the said internal gear portion of the said meinber; and means including a shiftable clutch member for locking said spur gear to a frictionally restrained part.

19. In a gearing of the class described,

. two shafts to be rotated; a housing therefor; clutch parts associated with said shafts 105 .and movable to directly engage and disengage said shafts: speed reducing gearing for interposition between said shafts, rotatable therewith when said shafts are directly engaged by said clutch; means to d disable said directly connecting clutch and means to interpose said reduction gearing between said shafts, both said means operable by the relative change of speed of said shafts. ,y

20. Gearing c'mprising, 'in combination with a drive shaft and a driven shaft, the latter subject to changes of rotative conditions from extraneous sources; a speed reduction device providing differently-toothed internal and externalv gear-members; an eccentric on one shaft for wabbling one of said gear members,-and one way clutch means opposing rotative movement of the wabbled gear member. 125

21. Gearing, comprising, in'combination, two shafts, a stationary or norrotating part. a speed reducing device comprising internal-gear and external-gear members associated with the respective shafts; means -asf betweenlo'nefshaft and its gearmember for' wabbling the latter, and means including a one way clutch co-acting with-said stationary part lfor opposing-rotation of said wab- .5 bling. ear member. 1 1

' ..22.. ring, comprising, in combination,

two shafts,=a stationary vor non-rotating part, a reducing device' comprising i v`internal-gearand external-gear membersasi: `sc ciate'dwith 55th respective shafts vmeans way elntch'coactin'g 'v'fvithfthe-stationary 'part 'j for .opposing rotation ofsaid wabbling gear member an 45a. .frictionclutchstructure mterposedrixi the-gearing'nbetween the stalj.' 'onar'y 'part andL- theshafttogbe driven.;

' A= 2 33;;Gearingcomprising,` in combination with'two.sha fts, a direct one way rolling 2.01, wedgef cliitchfbetween .the A shafts, a speed cmg; 5 f'deyice comprising differentlyandffexternal gear memn fone.- shaft for vibrat- K Y preyentrotation -of said gear :n member when the'eecentriccarrying shaft ,so .part al one' way' rolling wedge clutch,

, said clutch inte part and sai -yibrated lgear member.

osed-between said stationcomprising, in combination iwithtwo'sh'a aCtngmne-way, rollwedge-clutehjrneans therebetween, operb e'when one shaft drives forward; and reducing gear means for connecting said shafts wherithe other shaft'drive's forward said reducing gear means comprising in- 40 ternal andA external gear members, differently toothed, means on the last said shaft vfor vibrating universally one of said gears,

and friction clutch means opposing rotation of said gear-member.

25. Gearing, comprising, in combination,

two shafts; a housing or coupling structure comprising a shell part normally rotatable with one shaft, but separate therefrom; and within said housin va.i direct acting clutch between said one aft and the other; and speed changing gearing between said other shaft and the one, comprising a plate to be held against rotation and a clutch for holding it working against said part of said shell, and means for holding said shell-part against rotation, whereby said shell part rotates with the shafts when they are directly connected and affords a clutch-abutment when the speed changing gearing is employed.

26. The combination with a driving and `a driven shaft; of a member carried by the said Adriven shaft providing an interior geared portion and a portion for coactiontween the driving shaftA and th 'm'embers universally ;"v

' isjrotatedfin direetioifto free-itself .from

'easing and means for disengaging the. said of teeth from and intermeshing withjthe said internal gezi'redporton'of the said member; a fixed-casing surrounding th'efsaidw' parts. a shiftable clutch-member connected' with said spur gear and means for-'engaging the said clutch member with thelst tionary betweenfoiieshaftfandts gearjfmember for' casin -Y f wabblingiheflatter, means including a one l gered portion and a portion forfrctii Y with a clutch member; a clutch membib y lastig'sald portion of said member;`aiispur carried by said driving shaft for'iioating movement, and having agliierent number 185:

of teeth from and intermeshin internal geared portion ofthe, a fixed casing surroundingithe. said'partzlz;aI

Smaabie durch member eener-.cred wita rhesaid spur gear, means forjengaging thej said `90 clutch member with the said stationary casing and means exterior'of the said casing 'f Y for controlling the said clutch engagingV means.

28. Thecombination with a driving and a"` V driven shaft; of a member carriedbythe said driven shaft providing Tan'A interior geared portion and a portion-for coactin'j:

with a clutch member; a clutch member Y tween the driving shaft and the last'saidjle portion of said member; a spur-gear wheel carried by said driving shaft for. a*ii )'ati1`1vg movement, and having a diierent"numberA of teeth from and.intermeshingthe said internal gear portion of thesaid mem- A101i ber; a fixed casing surrounding the said part; a shift-able clutc'h member connected.' with the said spur gear; means for engaging the said clutch member with the stationary cl'utch member from the stationary casing and engaging it with the said member carried by the driven shaft. 29- A power transmitting gearing oom' prising primary and secondary rotatable members, reduction gearing connecting said members when the primarymember is driving, a control member for said. gearing, the torque of which is reversed when the secondary member becomes the driver, a. stationary part and a one way clutch between said stationary part and the control member. r

30. A power transmitting gearing comprising primar); and secondary rotatable members, reduction gearing connecting said members when the primary member is driving, a. control member for said gearing, the torque of which is reversed'when the seeondary member becomes the driver, a clutch.

part, a one way clutch between said clutch 13 0- part and the control member and means for preventing the rotation of said clutch part.

31. A power transmitting gearing comprising primary and secondary rotatable members, reduction gearing connecting said members when the rimary member is 'dri'v ing, a; control mem er for said gearing, the

torque of which is reversed when the secondary member becomes the driver, a clutch part, a one way clutch between said control member and the clutch part, a casing and mea-ns for frictionally engaging said clutch .par-t with said casin 32. A power transmitting gearing comprising a primary andsecondary rotatable member, reduction gearing connecting said members when the primary member is driving, a control member for said gearing, the

torque of which is reversed when the secondary member becomes the driver, a. clutch part, a one way clutch between said clutch part and control member, a casing, and magnetic means carried by said casing for preventing the rotation of said clutch part.

In testimony whereof I hereunto set my 25 hand in the presence of two witnesses.

VINCENT G. APPLE. In the presence `of- F ORE BAIN, MARY F. ALLEN. 

